Continuously variable transmission

ABSTRACT

A vehicle may include a continuously variable transmission which requires non-recycled air. The continuously variable transmission may provide non-recycled air to a first number of sheaves of the continuously variable transmission with a second number of air supply conduits, the second number being less than the first number. A cover of the continuously variable transmission may have a unitary body.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 16/855,394, filed Apr. 22, 2020, titled “CONTINUOUSLY VARIABLETRANSMISSION” which is a continuation of U.S. patent application Ser.No. 14/475,385, filed Sep. 2, 2014, titled “CONTINUOUSLY VARIABLETRANSMISSION”, the complete disclosure of which is expresslyincorporated by reference herein.

FIELD

The present invention relates generally to a continuously variabletransmission and in particular to a continuously variable transmissionfor a vehicle.

BACKGROUND AND SUMMARY

Continuously variable transmissions are known. Continuously variabletransmissions include a driven clutch operatively coupled to a driveclutch through a belt. The drive clutch is coupled to an input shaft ofthe continuously variable transmission and the drive clutch is coupledto an output shaft of the continuously variable transmission. As isknown in the art, as the rotation speed of the input shaft varies, thedrive clutch, the driven clutch, and the belt cooperate to vary therotation speed of the output shaft. Typically, the drive clutch, thedriven clutch, and the belt are positioned within a housing and ambientair is pulled into the housing to assist in cooling the drive clutch,the driven clutch, and the belt.

The present disclosure relates to continuously variable transmissions.By way of example, the present disclosure relates to systems and methodsto cool one or more components of a continuously variable transmission,systems and methods to monitor a temperature of one or more componentsof a continuously variable transmission vehicles, and an outer cover fora housing of a continuously variable transmission.

In exemplary embodiment of the present disclosure, a continuouslyvariable transmission for coupling a drive shaft and a driven shaft isprovided. The continuously variable transmission comprising a housingincluding a base having a first opening adapted to receive the driveshaft and a second opening adapted to receive the driven shaft and acover being coupled to the base. The cover and the base cooperating todefine an interior of the housing. The continuously variabletransmission further comprising a drive clutch positioned within theinterior of the housing and adapted to be operatively coupled to thedrive shaft and a driven clutch positioned within the interior of thehousing and adapted to be operatively coupled to the driven shaft. Thedrive clutch including a first drive clutch sheave and a second driveclutch sheave movable relative to the first drive clutch sheave. Thedriven clutch being operatively coupled to the drive clutch andincluding a first driven clutch sheave and a second driven clutch sheavemovable relative to the first driven clutch sheave. The continuouslyvariable transmission further comprising a first number of air supplyconduits coupled to the housing, each providing non-recycled air from anexterior of the housing to the interior of the housing through at leastone air supply openings in the housing; and at least one air outletconduit coupled to the housing. A second number of the first driveclutch sheave, the second drive clutch sheave, the first driven clutchsheave, and the second driven clutch sheave are directly contacted bythe non-recycled air provided by the first number of air supplyconduits. The second number being greater than the first number and thesecond number is at least equal to three.

In one example, the first number is one. In a variation thereof, thesecond number is four. In another example, the second number is four. Instill another example, the first number is two. In a variation thereof,the second number is three. In a further example, the second number isthree.

In still a further example, an first air supply opening in the housingis positioned within an envelope of a first side of the driven clutchperpendicular to a rotational axis of the driven clutch and a first airsupply conduit of the first number of air supply conduits is positionedto provide non-recycled air through the first air supply opening in thehousing to contact the first side of the driven clutch. In a variationthereof, the first air supply opening is positioned laterally outboardof the driven clutch. In another variation thereof, the rotational axisof the driven clutch extends through the first air supply opening. Inyet another variation thereof, the first supply opening is centeredaround the rotational axis of the driven clutch. In still anothervariation thereof, the housing includes a flat surface which overlaps anouter portion of the first side of the driven clutch and cooperates withthe driven clutch to define a gap between the driven clutch and thehousing which causes air to be accelerated towards the drive clutch whenthe driven clutch is rotating about the rotational axis of the drivenclutch. In a refinement of the variation, the gap has a generallyconstant thickness between the driven clutch and the housing. In anotherrefinement of the variation, the gap has a thickness between the drivenclutch and the housing of about 9 millimeters. In still anotherrefinement of the variation, the gap generates a low pressure regionwhich draws air from the first supply opening and accelerates the air toabout 60 meters per second. In yet another refinement of the variation,the housing has a smooth profile from proximate the first air supplyopening to the flat surface. In yet still another refinement of thevariation, the housing has a smooth profile from proximate the first airsupply opening to the flat surface, a portion of the smooth profilehaving a plunger shape.

In still a further example, an air diverter is supported by the housingand is positioned between the drive clutch and the driven clutch. Theair diverter having an upper portion, a lower portion, and a waistportion between the upper portion and the lower portion. The airdiverter channels air to travel from proximate the driven clutch toproximate the drive clutch in a first region in the interior of thehousing above the upper portion of the air diverter and channels air totravel from proximate the drive clutch to proximate the driven clutch ina second region in the interior of the housing below the lower portionof the air diverter. In a variation thereof, the lower portion of theair diverter has an air peeler. The air peeler dividing the air into afirst portion which is channeled to travel from proximate the driveclutch to proximate the driven clutch in the second region in theinterior of the housing below the lower portion of the air diverter anda second portion which is directed back towards the drive clutch. In arefinement of the variation, the air diverter extends from the flatsurface of the housing in a first direction and a pocket to receive thedrive clutch extends from the flat surface of the housing in a seconddirection, opposite the first direction. The housing further including achannel extending from the pocket to the flat surface of the housing,the channel being positioned below the air diverter.

In another exemplary embodiment of the present disclosure, acontinuously variable transmission for coupling a drive shaft and adriven shaft is provided. The continuously variable transmissioncomprising a housing including a base having a first opening adapted toreceive the drive shaft and a second opening adapted to receive thedriven shaft and a cover being coupled to the base. The cover and thebase cooperating to define an interior of the housing. The cover havinga unitary body. The continuously variable transmission furthercomprising a drive clutch positioned within the interior of the housingand adapted to be operatively coupled to the drive shaft. The driveclutch including a first drive clutch sheave and a second drive clutchsheave movable relative to the first drive clutch sheave. Thecontinuously variable transmission further comprising a driven clutchpositioned within the interior of the housing and adapted to beoperatively coupled to the driven shaft. The driven clutch beingoperatively coupled to the drive clutch and including a first drivenclutch sheave and a second driven clutch sheave movable relative to thefirst driven clutch sheave. The unitary body of the cover including aflat surface which overlaps an outer portion of a first side of thedriven clutch which is perpendicular to a rotational axis of the drivenclutch and the flat surfaces cooperates with the driven clutch to definea gap between the driven clutch and the housing which causes air to beaccelerated towards the drive clutch when the driven clutch is rotatingabout the rotational axis of the driven clutch.

In one example, the gap has a generally constant thickness between thedriven clutch and the housing. In another example, the gap has athickness between the driven clutch and the housing of about 9millimeters. In a further example, the unitary body of the cover has asmooth profile from proximate a first air supply opening to the flatsurface. In a variation thereof, the first air supply opening ispositioned within an envelope of the first side of the driven clutchperpendicular to a rotational axis of the driven clutch. A first airsupply conduit is coupled to the housing and positioned to providenon-recycled air through the first air supply opening in the unitarybody of the cover to contact the first side of the driven clutch. Inanother variation thereof, a portion of the smooth profile having aplunger shape.

In a further example, the unitary body of the cover includes an airdiverter positioned between the drive clutch and the driven clutch. Theair diverter having an upper portion, a lower portion, and a waistportion between the upper portion and the lower portion. The airdiverter channels air to travel from proximate the driven clutch toproximate the drive clutch in a first region in the interior of thehousing above the upper portion of the air diverter and channels air totravel from proximate the drive clutch to proximate the driven clutch ina second region in the interior of the housing below the lower portionof the air diverter. In a variation thereof, the lower portion of theair diverter has an air peeler. The air peeler dividing the air into afirst portion which is channeled to travel from proximate the driveclutch to proximate the driven clutch in the second region in theinterior of the housing below the lower portion of the air diverter anda second portion which is directed back towards the drive clutch. In arefinement thereof, the air diverter extends from the flat surface ofthe unitary body of the cover in a first direction and a pocket toreceive the drive clutch extends from the flat surface of the unitarybody of the cover in a second direction, opposite the first direction.The unitary body of the cover further including a channel extending fromthe pocket to the flat surface of the unitary body of the cover. Thechannel being positioned below the air diverter.

In a further exemplary embodiment of the present disclosure, a method ofcooling a continuously variable transmission which includes a housing, adrive clutch positioned within an interior of the housing and includinga first drive clutch sheave and a second drive clutch sheave movablerelative to the first drive clutch sheave, and a driven clutchpositioned within the interior of the housing and including a firstdriven clutch sheave and a second driven clutch sheave movable relativeto the first driven clutch sheave is provided. The method comprising thesteps of coupling a first number of air supply conduits to the housing,each providing non-recycled air from an exterior of the housing to theinterior of the housing through at least one air supply opening in thehousing; and directing the non-recycled air to directly contact a secondnumber of the first drive clutch sheave, the second drive clutch sheave,the first driven clutch sheave, and the second driven clutch sheave. Thesecond number being greater than the first number and the second numberis at least equal to three.

In still a further exemplary embodiment of the present disclosure, amethod of cooling a continuously variable transmission which includes ahousing, a drive clutch positioned within an interior of the housing andincluding a first drive clutch sheave and a second drive clutch sheavemovable relative to the first drive clutch sheave, and a driven clutchpositioned within the interior of the housing and including a firstdriven clutch sheave and a second driven clutch sheave movable relativeto the first driven clutch sheave is provided. The method comprising thesteps of coupling a first air supply conduit to a first air supplyopening in the housing, the first air supply opening being positionedwithin an envelope of a first side of the driven clutch, the first sidebeing perpendicular to a rotational axis of the driven clutch; providinga flat surface which overlaps an outer portion of the first side of thedriven clutch and cooperates with the driven clutch to define a gapbetween the driven clutch and the housing; and providing an airflow pathextending from proximate the first air supply opening to the flatsurface, the airflow path having a smooth profile.

The above mentioned and other features of the invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings. These above mentioned and other features of the invention maybe used in any combination or permutation.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a representative view of a drive train of anexemplary side-by-side vehicle;

FIG. 2A illustrates a representative view of initial air flow to anexemplary continuously variable transmission;

FIG. 2B illustrates another representative view of initial air flow toanother exemplary continuously variable transmission;

FIG. 3 illustrates an exploded, perspective view of an exemplarycontinuously variable transmission;

FIG. 4 illustrates a rear, perspective view of the continuously variabletransmission of FIG. 3;

FIG. 5 illustrates a front, perspective view of the continuouslyvariable transmission of FIG. 3;

FIG. 6 illustrates a front, perspective view of the continuouslyvariable transmission of FIG. 3 with the air supply conduits and exhaustconduit removed;

FIG. 7 illustrates a front, perspective view of a base of thecontinuously variable transmission of FIG. 3;

FIG. 8 illustrates a front view of the base of FIG. 7;

FIG. 9 illustrates a front, perspective view of a cover of thecontinuously variable transmission of FIG. 3;

FIG. 10 illustrates a rear, perspective view of the cover of FIG. 9;

FIG. 11 illustrates a rear view of the cover of FIG. 9;

FIG. 12 illustrates a sectional view along lines 12-12 in FIG. 6;

FIG. 13 illustrates the sectional view of FIG. 12 with one of thesheaves of the driven clutch moved relative to the other sheave of thedriven clutch;

FIG. 14 is a detail view of FIG. 12;

FIG. 15 illustrates a sectional view along lines 15-15 in FIG. 6;

FIG. 15A illustrates a representative view of an envelope of a drivenclutch of the continuously variable transmission of FIG. 3 and an airinlet opening in a cover of the continuously variable transmission ofFIG. 3;

FIG. 16 illustrates the sectional view of FIG. 15 with one of thesheaves of the driven clutch moved relative to the other sheave of thedriven clutch;

FIG. 17 illustrates a sectional view along lines 17-17 in FIG. 15;

FIG. 18 illustrates a sectional view along lines 18-18 in FIG. 15;

FIG. 19 illustrates a sectional view along lines 19-19 in FIG. 15;

FIG. 20 illustrates a front, perspective view of another exemplarycontinuously variable transmission;

FIG. 20A illustrates a front view of one embodiment of a cover of thecontinuously variable transmission of FIG. 20;

FIG. 20B illustrates a front view of one embodiment of a cover of thecontinuously variable transmission of FIG. 20;

FIG. 21 illustrates a rear, perspective view of the continuouslyvariable transmission of FIG. 20;

FIG. 22 illustrates a front, perspective view of the continuouslyvariable transmission of FIG. 20 with the air supply conduit and exhaustconduit removed and a cover and air diverter exploded;

FIG. 23 illustrates a front, perspective view of the continuouslyvariable transmission of FIG. 20 with the air supply conduit and exhaustconduit removed;

FIG. 24 illustrates a sectional view along lines 24-24 in FIG. 23;

FIG. 25 illustrates a sectional view along lines 25-25 in FIG. 23;

FIG. 26 illustrates a front, perspective view of an assembly of a baseof the continuously variable transmission of FIG. 20 and an air diverterof the continuously variable transmission of FIG. 20;

FIG. 27 illustrates the assembly of FIG. 26 with the air diverterexploded from the base;

FIG. 28 illustrates a rear, perspective view of an assembly of the coverof the continuously variable transmission of FIG. 20 and an air diverterof the continuously variable transmission of FIG. 20;

FIG. 29 illustrates the assembly of FIG. 28 with the air diverterexploded from the cover;

FIG. 30 illustrates an exploded view of the air diverter of FIG. 26 andthe air diverter of FIG. 28;

FIG. 31 illustrates an exemplary side-by-side vehicle;

FIG. 32 illustrates an exemplary all terrain straddle seat vehicle; and

FIG. 33 illustrates an exemplary snowmobile.

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent disclosure is primarily directed to a continuously variabletransmission, it should be understood that the features disclosed hereinmay be incorporated into one or more vehicles. Exemplary vehiclesinclude all-terrain vehicles, side-by-side UTVs, utility vehicles,motorcycles, snowmobiles, golf carts, and other vehicles or devicesincorporating a continuously variable transmission.

Referring to FIG. 1, a representative view of a vehicle 100 is shown.Vehicle 100 as illustrated includes a plurality of ground engagingmembers 102. Illustratively, ground engaging members 102 are wheels 104with associated tires. Other exemplary ground engaging members includeskis and tracks. In one embodiment, one or more of the wheels may bereplaced with tracks, such as the Prospector II Tracks available fromPolaris Industries, Inc. located at 2100 Highway 55 in Medina, Minn.55340.

One or more of ground engaging members 102 are operatively coupled to ashiftable transmission 130 to power the movement of vehicle 100.Exemplary power sources 106 include internal combustion engines andelectric motors. In the illustrated embodiment, the power source 106 isan internal combustion engine.

An internal combustion power source 106 is represented in FIG. 1. Powersource 106 receives fuel from a fuel source 108 and ambient air from anair intake system 110. Exhaust is expelled from power source 106 throughan exhaust system 112. An output shaft 120 of power source 106 iscoupled to a drive member of a continuously variable transmission (“CVTunit”) 122. A driven member of the CVT unit 122 is operatively coupledto the drive member of the CVT unit 122 through a drive belt. CVT unit122 receives ambient air through an air intake system 124 and expels airfrom an interior of CVT unit 122 through an exhaust system 126. Thedriven member is coupled to an output shaft 128 which is operativelycoupled to an input of a shiftable transmission 130.

A first output shaft 132 of shiftable transmission 130 is coupled to arear drive unit 134. Rear drive unit 134 is coupled to correspondingwheels 104 of a rear axle 136 through half shafts 138. Rear drive unit134 may be a differential. A second output shaft 140 of shiftabletransmission 130 is coupled to a front drive unit 142. Front drive unit142 is coupled to corresponding wheels 104 of a front axle 144 throughhalf shafts 138. Front drive unit 142 may be a differential.

Various configurations of rear drive unit 134 and front drive unit 142are contemplated. Regarding rear drive unit 134, in one embodiment reardrive unit 134 is a locked differential wherein power is provided toboth of the wheels of axle 136 through output shafts 150. In oneembodiment, rear drive unit 134 is a lockable/unlockable differentialrelative to output shafts 150. When rear drive unit 134 is in a lockedconfiguration power is provided to both wheels of axle 136 throughoutput shafts 150. When rear drive unit 134 is in an unlockedconfiguration, power is provided to one of the wheels of axle 136, suchas the wheel having the less resistance relative to the ground, throughoutput shafts 150. Regarding front drive unit 142, in one embodimentfront drive unit 142 has a first configuration wherein power is providedto both of the wheels of front axle 144 and a second configurationwherein power is provided to one of the wheels of axle 144, such as thewheel having the less resistance relative to the ground.

In one embodiment, front drive unit 142 includes active descent control(“ADC”). ADC is a drive system that provides on-demand torque transferto the front wheels when one of the wheels 104 of rear axle 136 losetraction and that provides engine braking torque to the wheels 104 offront axle 144. Both the on-demand torque transfer and the enginebraking feature of front drive unit 142 may be active or inactive. Inthe case of the on-demand torque transfer, when active, power isprovided to both of the wheels of front axle 144 and, when inactive,power is provided to one of the wheels of front axle 144. In the case ofthe engine braking, when active, engine braking is provided to thewheels of front axle 144 and, when inactive, engine braking is notprovided to the wheels of front axle 144. Exemplary front drive unitsare disclosed in U.S. patent application Ser. No. 12/816,052, filed Jun.15, 2010, titled ELECTRIC VEHICLE, U.S. Pat. No. 5,036,939, and U.S.Pat. RE38,012E, the disclosures of which are expressly incorporatedherein by reference.

In one embodiment, one or more of CVT unit 122, air intake system 124,and exhaust system 126 includes a sensor 160 which monitors acharacteristic of the air within the interior of the respective CVT unit122, air intake system 124, and exhaust system 126. Exemplary sensorsinclude a temperature sensor. In one embodiment, sensor 160 provides anindication of a temperature of the air within the interior of therespective CVT unit 122, air intake system 124, and exhaust system 126to an engine control module 162 which includes logic to control theoperation of power source 106. When a monitored air temperature exceedsa threshold amount, engine control module 162 responds by at least oneof limiting an output speed of output shaft 120 of power source 106,limiting a speed of vehicle 100, and indicating an overheat condition toan operator of vehicle 100 through a gauge 164 within an operator areaof vehicle 100. Exemplary indicators of an overheat condition include alight, a warning message on a display, and other suitable ways ofcommunicating a condition to an operator. By limiting an engine speed ora vehicle speed, the temperature of the air in an interior of CVT unit122 is reduced and a temperature of a drive belt in the interior of CVTunit 122 is reduced. This reduces the risk of a drive belt failure.

Referring to FIG. 2A, an exemplary continuously variable transmission200 is represented. Continuously variable transmission 200 includes adrive clutch 202 operatively coupled to output shaft 120, a drivenclutch 204 operatively coupled to output shaft 128, and a drive belt 206operatively coupled to drive clutch 202 and driven clutch 204 totransfer power from drive clutch 202 to driven clutch 204. Drive clutch202 includes a first drive clutch sheave 208 and a second drive clutchsheave 210 movable relative to the first drive clutch sheave 208. Drivenclutch 204 includes a first driven clutch sheave 212 and a second drivenclutch sheave 214 movable relative to the first driven clutch sheave212. FIGS. 12, 13, 15, and 16 illustrate exemplary movement of thesheaves of drive clutch 202 and driven clutch 204.

Both of drive clutch 202 and driven clutch 204 are positioned within ahousing 220 having an interior 222. Housing 220 may be comprised ofmultiple components which cooperate to form housing 220. The multiplecomponents may also include features to direct air flow through interior222 of housing 220. In one example, housing 220 includes a base having afirst opening adapted to receive the drive shaft 120 and a secondopening adapted to receive the driven shaft 128 and a cover coupled tothe base. The cover and the base cooperating to define interior 222 ofthe housing 220. The cover and base may include features to direct airflow through interior 222 of housing 220.

As represented in FIG. 2A, one or more air supply conduits 230 arecoupled to housing 220. Exemplary air supply conduits include hoses. Inone embodiment, each air supply conduit 230 provides air to the interior222 of housing 220 through a respective air supply opening 232 in anexterior 234 of housing 220. The air supply conduits 230 provide air tothe interior 222 of housing 220 to cool drive clutch 202, driven clutch204, and drive belt 206. The supplied air is directed towards one ormore of first drive clutch sheave 208, second drive clutch sheave 210,first driven clutch sheave 212, and second driven clutch sheave 214whereat, the supplied air will take on heat to cool the respective oneor more of first drive clutch sheave 208, second drive clutch sheave210, first driven clutch sheave 212, and second driven clutch sheave214. The air will then circulate within interior 222 of housing 220potentially or intentionally contacting one or more of first driveclutch sheave 208, second drive clutch sheave 210, first driven clutchsheave 212, and second driven clutch sheave 214 and then exitinginterior 222 of housing 220 through one or more air exhaust openings 236in wall 234 of housing 220. One or more exhaust or outlet conduits 238are coupled to the exhaust openings 236.

Referring to FIG. 2A, in one embodiment, one or more air supply conduits230 are coupled to housing 220. Each of air supply conduits 230 providesair from an exterior 240 of housing 220 to the interior 222 of housing220 through at least one air supply opening 232 in wall 234 of housing220. Air provided from the exterior 240 of housing 220 is referred to asnon-recycled air and is represented in FIG. 2A by arrows with an openmiddle, arrows 242. Once the air in interior 222 of housing 220 contactsat least one of first drive clutch sheave 208, second drive clutchsheave 210, first driven clutch sheave 212, and second driven clutchsheave 214 the air is referred to as recycled air and is represented inFIG. 2A by arrows with a hatched middle, arrow 244. In the example shownin FIG. 2A, first drive clutch sheave 208 is downstream of first drivenclutch sheave 212 and receives recycled air from first driven clutchsheave 212. In one embodiment, one or more of second drive clutch sheave210, first driven clutch sheave 212, and second driven clutch sheave 214receives at least about 60 kilograms (kg) per hour (hr) of non-recycledair when the rpm of output shaft 120 is not idling and vehicle 100 isnot stationary. In one example, the rpm of output shaft 120 is at least4500 rpm. In one embodiment, one or more of second drive clutch sheave210, first driven clutch sheave 212, and second driven clutch sheave 214receives at least about 100 kg/hr of non-recycled air when the rpm ofoutput shaft 120 is not idling and vehicle 100 is not stationary. In oneembodiment, one or more of second drive clutch sheave 210, first drivenclutch sheave 212, and second driven clutch sheave 214 receives at leastabout 200 kg/hr of non-recycled air when the rpm of output shaft 120 isnot idling and vehicle 100 is not stationary. In one embodiment, one ormore of second drive clutch sheave 210, first driven clutch sheave 212,and second driven clutch sheave 214 receives at least about 300 kg/hr ofnon-recycled air when the rpm of output shaft 120 is not idling andvehicle 100 is not stationary. In one embodiment, one or more of seconddrive clutch sheave 210, first driven clutch sheave 212, and seconddriven clutch sheave 214 receives between about 60 kg/hr to 300 kg/hr ofnon-recycled air when the rpm of output shaft 120 is not idling andvehicle 100 is not stationary. In one example, the rpm of output shaft120 is at least 4500 rpm. Once the non-recycled air, arrows 242, hascontacted the respective one of second drive clutch sheave 210, firstdriven clutch sheave 212, and second driven clutch sheave 214 it isreferred to as recycled air.

In one embodiment, continuously variable transmission 200 includes afirst number of air supply conduits 230 coupled to the housing 220, eachproviding non-recycled air, arrows 242, from an exterior 240 of thehousing 220 to the interior 222 of the housing 220 through at least oneair supply openings 236 in the housing 220. The non-recycled air, arrows242, directly contacts a second number of first drive clutch sheave 208,second drive clutch sheave 210, first driven clutch sheave 212, andsecond driven clutch sheave 214. The second number is greater than thefirst number and the second number is at least equal to three. In oneexample, the first number is one and the second number is three. Inanother example, the first number is two and the second number is three.

Referring to FIG. 2B, continuously variable transmission 250 is shown.Continuously variable transmission 250 is generally the same ascontinuously variable transmission 200, except that each of first driveclutch sheave 208, second drive clutch sheave 210, first driven clutchsheave 212, and second driven clutch sheave 214 receives non-recycledair, arrows 244, from air supply conduits 230. In one embodiment, one ormore of first drive clutch sheave 208, second drive clutch sheave 210,first driven clutch sheave 212, and second driven clutch sheave 214receives at least about 60 kilograms (kg) per hour (hr) of non-recycledair when the rpm of output shaft 120 is not idling and vehicle 100 isnot stationary. In one example, the rpm of output shaft 120 is at least4500 rpm. In one embodiment, one or more of first drive clutch sheave208, second drive clutch sheave 210, first driven clutch sheave 212, andsecond driven clutch sheave 214 receives at least about 100 kg/hr ofnon-recycled air when the rpm of output shaft 120 is not idling andvehicle 100 is not stationary. In one embodiment, one or more of firstdrive clutch sheave 208, second drive clutch sheave 210, first drivenclutch sheave 212, and second driven clutch sheave 214 receives at leastabout 200 kg/hr of non-recycled air when the rpm of output shaft 120 isnot idling and vehicle 100 is not stationary. In one embodiment, one ormore of first drive clutch sheave 208, second drive clutch sheave 210,first driven clutch sheave 212, and second driven clutch sheave 214receives at least about 300 kg/hr of non-recycled air when the rpm ofoutput shaft 120 is not idling and vehicle 100 is not stationary. In oneembodiment, one or more of first drive clutch sheave 208, second driveclutch sheave 210, first driven clutch sheave 212, and second drivenclutch sheave 214 receives between about 60 kg/hr to 300 kg/hr ofnon-recycled air when the rpm of output shaft 120 is not idling andvehicle 100 is not stationary.

In one embodiment, continuously variable transmission 250 includes afirst number of air supply conduits 230 coupled to the housing 220, eachproviding non-recycled air, arrows 242, from an exterior 240 of thehousing 220 to the interior 222 of the housing 220 through at least oneair supply openings 236 in the housing 220. The non-recycled air, arrows242, directly contacts a second number of first drive clutch sheave 208,second drive clutch sheave 210, first driven clutch sheave 212, andsecond driven clutch sheave 214. The second number is greater than thefirst number and the second number is equal to four. In one example, thefirst number is one. In another example, the first number is two. In afurther example, the first number is three.

Referring to FIGS. 3-19, an exemplary continuously variable transmission300 is illustrated. Referring to FIGS. 3 and 4, continuously variabletransmission 300 includes a housing 302 (FIG. 4) including a base 304and a cover 306. Cover 306 is coupled to base 304 with a plurality offasteners 310. A seal 308 is positioned between base 304 and cover 306to minimize dust entering an interior 312 (see FIG. 12) of housing 302.Base 304 and cover 306 cooperate to define interior 312 of housing 302.

As shown in FIG. 3, drive clutch 202, driven clutch 204, and drive belt206 are positioned within interior 312 of housing 302. Referring to FIG.4, base 304 includes a first opening 314 through which drive clutch 202is coupled to output shaft 120 and a second opening 316 through whichdriven clutch 204 is coupled to output shaft 128. In one embodiment,base 304 is coupled to power source 106 and shiftable transmission 130to minimize dust entering first opening 314 and second opening 316.

Continuously variable transmission 300 includes a first air supplyconduit 320 and a second air supply conduit 322. First air supplyconduit 320 is coupled to cover 306 and an interior 321 of first airsupply conduit 320 is in fluid communication with a first air supplyopening 324 in cover 306. Non-recycled air from first air supply conduit320 enters housing 302 through first air supply opening 324 in cover 306and directly contacts first driven clutch sheave 212 of driven clutch204. As shown in FIG. 15, first air supply opening 324 is positionedlaterally outboard of driven clutch 204.

Referring to FIG. 15, drive clutch 202 rotates about a rotational axis329 and driven clutch 204 rotates about a rotational axis 330. Drivenclutch 204 has a first side 332 which extends radially outward fromrotational axis 330 and faces cover 306 and a second side 334 whichextends radially outward from rotational axis 330 and faces base 304.Referring to FIG. 15A, an envelope 340 of driven clutch 204 is shown.FIG. 15A illustrates envelope 340 as the projection of driven clutch 204along direction 333 onto a plane perpendicular to rotational axis 330.

As shown in both FIG. 15 and FIG. 15A, first air supply opening 324 iscompletely positioned within envelope 340 of driven clutch 204. Further,rotational axis 330 extends through first air supply opening 324. Firstair supply opening 324 is illustratively shown as being centered aroundrotational axis 330 of driven clutch 204. In one embodiment first airsupply opening 324 is completely positioned within envelope 340 ofdriven clutch 204 and rotational axis 330 does not extend through firstair supply opening 324. In one embodiment, first air supply opening 324partially overlaps envelope 340 of driven clutch 204.

Referring to FIG. 12, the flow of non-recycled air 348 from first airsupply conduit 320 into interior 312 of housing 302 is represented.Cover 306 includes a generally cylindrical portion 350 which is coupledto first air supply conduit 320 and receives non-recycled air 348 fromfirst air supply conduit 320. Adjacent the cylindrical portion 350 is aplunger shaped portion 352 having an expanded diameter to receive firstdriven clutch sheave 212 of driven clutch 204. Adjacent to plungershaped portion 352 is a flat portion 354 which is adjacent to an outerportion 358 of first driven clutch sheave 212. Flat portion 354 has asurface 360 which faces a surface 362 of outer portion 358 of firstdriven clutch sheave 212. In one embodiment, flat surface 360 of flatportion 354 and flat surface 362 of first driven clutch sheave 212maintain a generally constant separation 364. In one example, separation364 is about 9 millimeters (mm). In another example, separation 363 isfrom about 5 mm to about 50 mm. In a further example, separation 363 isfrom about 5 mm to about 30 mm. In yet another example, separation 363is from about 5 mm to about 20 mm. In still another example, separation363 is from about 9 mm to about 50 mm. In another example, separation363 is from about 9 mm to about 30 mm. In still another example,separation 363 is from about 9 mm to about 20 mm. In the illustratedembodiment, both flat surface 360 and flat surface 362 are generallyflat surfaces.

The shape of cover 306 results in recycled air 366 (see FIG. 11) fromfirst driven clutch sheave 212 of driven clutch 204 to be fed to andcontact first drive clutch sheave 208 of drive clutch 202. Referringback to FIG. 12, cover 306 has a smooth profile 370 from proximate thefirst air supply opening 324 to the flat surface 360 of flat portion354. This profile 370 is void of any sharps corners or bends that wouldbe obstacles to air flow. In one embodiment, smooth profile 370 has aplurality of contours each of which are generally tangent to each otherat their intersections and are each devoid of discontinuities in slope.In one embodiment, smooth profile 370 has a plurality of contours eachof which are tangent to each other at their intersections and are eachdevoid of discontinuities in slope. In one embodiment, cover 306 ismolded and smooth profile 370 is a profile of a single molded part. Inone embodiment, cover 306 is molded and a wall forming smooth profile370 has a generally constant wall thickness.

Both the smooth profile 370 of cover 306 and the gap 364 between flatsurface 360 of cover 306 and flat surface 362 of first driven clutchsheave 212 contribute to the acceleration of recycled air towards firstdrive clutch sheave 208 of drive clutch 202. When first driven clutchsheave 212 is rotating about rotation axis 330 gap 364 is a low pressureregion that pulls air from along smooth profile 370 into the lowpressure region. In one embodiment, recycled air 366 is accelerated to aspeed of at least about 60 meters per second. In one embodiment,recycled air 366 is accelerated to a speed of at least about 1 meter persecond. In one embodiment, recycled air 366 is accelerated to a speed ofat least about 15 meters per second. In one embodiment, recycled air 366is accelerated to a speed of between about 1 meter per second and about60 meters per second.

Referring to FIGS. 9 and 10, recycled air 366 exits gap 364 and isdriven into air channel 380 of cover 306. Air channel 380 is bounded bywall 382, 384, and 386 (see FIG. 17). Wall 384 on a first end 388 blendsinto flat surface 360, as shown in FIG. 10. On a second end 390 the wall384 terminates into a pocket 392 of cover 306 which receives first driveclutch sheave 208 of drive clutch 202.

Cover 306 further includes an air diverter 400 positioned to be locatedbetween drive clutch 202 and driven clutch 204. The air diverter 400includes an upper portion 402, a lower portion 404, and a waist portion406 between the upper portion 402 and the lower portion 404. Airdiverter 400 channels air 366 to travel from proximate the driven clutch204 to proximate the drive clutch 202 in a first region aligned withchannel 380 the interior 312 of the housing 302 above the upper portion402 of the air diverter 400. Air diverter 400 further channels air totravel from proximate the drive clutch 202 to proximate the drivenclutch 204 in a second region 412 in the interior 312 of the housing 302below the lower portion 404 of the air diverter 400.

The lower portion 404 of the air diverter 400 has an air peeler 410. Airpeeler 410 divides the air into a first portion 412 which is channeledto travel from proximate the drive clutch 202 to proximate the drivenclutch 204 in the second region 412 in the interior 312 of the housing302 below the lower portion 404 of the air diverter 400 and a secondportion 416 which is directed back towards the drive clutch 202. The airdiverter 400 reduces any dead zones of low air flow or spinning air flowin the region of interior 312 between drive clutch 202 and driven clutch204 while still permitting interaction between drive clutch 202 anddriven clutch 204.

The upper portion 402 of the air diverter 400 has an air peeler 411 (seeFIG. 11). Air peeler 411 divides the air into a first portion 413 whichis channeled to travel towards the drive clutch 202 through channel 380and a second portion 415 which is directed back towards the drivenclutch 204. As shown in FIG. 15, a top surface 363 of air diverter 400and hence air peeler 411 extends beyond flat surface 362 of drive clutch204. Thus, air in gap 364 contacts air diverter 400 as it moves awayfrom driven clutch 204.

In the illustrated embodiment, air diverter 400 extends from the flatsurface 360 of cover 306 of housing 302 in a first direction 333 andpocket 392 to receive drive clutch 202 extends from flat surface 360 ofcover 306 of housing 302 in a second direction 335, opposite the firstdirection 333. Cover 306 of housing 302 further includes a channel 420positioned below air diverter 400 and extending from pocket 392 to flatsurface 360 of cover 306 of housing 302.

As discussed above, first driven clutch sheave 212 of driven clutch 204receives non-recycled air from first air supply conduit 320 throughfirst air supply opening 324 of cover 306 and first drive clutch sheave208 of drive clutch 202 receives recycled air 366 from first drivenclutch sheave 212 of driven clutch 204. Referring to FIGS. 4, 7, and 8,second drive clutch sheave 210 of drive clutch 202 and second drivenclutch sheave 214 of driven clutch 204 receive non-recycled air fromsecond air supply conduit 322 through an air duct 450. Air duct 450includes a first open end 452 which receives the ambient air from secondair supply conduit 322 and a second open end which mates with a diverterportion 354 of base 304. Diverter portion 454 receives the non-recycledair 460 from fluid duct 450 and communicates it to interior 312 ofcontinuously variable transmission 300. Diverter portion 450 includes aplurality of conduits which direct the ambient air to various portionsof interior 312 of continuously variable transmission 300. In oneembodiment, diverter portion 450 includes a first conduit 462 (see FIG.4) and a second conduit 464 (see FIG. 4). As shown in FIG. 4, conduit390 and conduit 392 are provided as part of the wall 470 of base 304.

Referring to FIG. 8, first conduit 462 enters interior 312 of housing302 through opening 472 in interior wall 474 of base 304. Opening 472 ispositioned proximate drive clutch 202. Non-recycled air 460 passesthrough opening 472 and contacts second drive clutch sheave 210 of driveclutch 202 or otherwise takes on heat from second drive clutch sheave210 of drive clutch 202, thus becoming recycled air 461 which is fedalong a lower portion 476 of base 304 around driven clutch 204 and outof an air outlet 480 of continuously variable transmission 300. Secondconduit 464 enters interior 312 of continuously variable transmission300 through opening 482 in interior wall 474 of base 304. Opening 482 ispositioned proximate to second driven clutch sheave 214 of driven clutch204. Non-recycled air 460 passes through opening 482 and contacts seconddriven clutch sheave 214 of driven clutch 204 or otherwise takes on heatfrom second driven clutch sheave 214 of driven clutch 204, thus becomingrecycled air 461 which is fed to air outlet 480 of continuously variabletransmission 300. Air outlet 480 is in fluid communication with aninterior of an air exhaust conduit 490 (see FIG. 5). In one embodiment,an outlet of the air exhaust conduit 490 is positioned so that therecycled air is blown over a portion of power source 106.

In one embodiment, drive clutch 202 and driven clutch 204 includes finswhich direct airflow. An exemplary CVT member with fins is disclosed inU.S. patent application Ser. No. 12/069,521, filed Feb. 11, 2008, docketPLR-02-1962.04P, titled SUSPENSION FOR AN ALL TERRAIN VEHICLE, theentire disclosure of which is expressly incorporated by referenceherein. Additional details regarding an exemplary air duct 450 andexemplary air conduits 462, 464 are disclosed in U.S. patent applicationSer. No. 14/133,138, filed Dec. 18, 2013, titled SIDE-BY-SIDE VEHICLE,the entire disclosure of which is expressly incorporated by referenceherein.

As explained herein, housing 302 provides geometry which facilitatesinteraction between drive clutch 202 and driven clutch 204.Specifically, housing 302 facilitates the feeding of air from drivenclutch 204 to drive clutch 202. Further, housing 302 facilitates thefeeding of air from drive clutch 202 to driven clutch 204.

Continuously variable transmission 300 is one example of a continuouslyvariable transmission wherein non-recycled air is provided to three offirst drive clutch sheave 208 of drive clutch 202, second drive clutchsheave 210 of drive clutch 202, first driven clutch sheave 212 of drivenclutch 204, and second driven clutch sheave 214 of driven clutch 204through less than three air supply conduits, illustratively air supplyconduits 320 and 322. Each one of first air supply conduit 320 andsecond air supply conduit 322 provides non-recycled air from an exteriorof the housing 302 to the interior 312 of the housing 302 through atleast one air supply openings, illustratively openings 324, 472, and482, in the housing 302. Referring to FIGS. 20-30, continuously variabletransmission 500 is illustrated. Continuously variable transmission 500is one example of a continuously variable transmission whereinnon-recycled air is provided to all four of first drive clutch sheave208 of drive clutch 202, second drive clutch sheave 210 of drive clutch202, first driven clutch sheave 212 of driven clutch 204, and seconddriven clutch sheave 214 of driven clutch 204 through less than four airsupply conduits which provide non-recycled air from an exterior of thehousing of continuously variable transmission 500 to the interior of thehousing of continuously variable transmission 500 through at least oneair supply openings in the housing of continuously variable transmission500.

Referring to FIGS. 20-30, an exemplary continuously variabletransmission 500 is illustrated. Referring to FIGS. 20 and 22,continuously variable transmission 500 includes a housing 502 (FIG. 4)including a base 504 and a cover 506. Cover 506 is coupled to base 504with a plurality of fasteners 510. In one embodiment, a seal (not shown)positioned between base 504 and cover 506 to minimize dust entering aninterior 512 (see FIG. 24) of housing 502. Base 504 and cover 506cooperate to define interior 512 of housing 502.

As shown in FIG. 22, drive clutch 202, driven clutch 204, and drive belt(not shown) are positioned within interior 512 of housing 502. Referringto FIG. 26, base 504 includes a first opening 514 through which driveclutch 202 is coupled to output shaft 120 and a second opening 516through which driven clutch 204 is coupled to output shaft 128. In oneembodiment, base 504 is coupled to power source 106 and shiftabletransmission 130 to minimize dust entering first opening 514 and secondopening 516.

Continuously variable transmission 500 includes a single air supplyconduit 520 coupled to housing 502. An interior 522 (see FIG. 24) of airsupply conduit 520 is in fluid communication with an air supply opening524 in cover 506 of housing. Non-recycled air 525 from air supplyconduit 520 enters interior 512 of housing 502 through first air supplyopening 524 in cover 506 and is routed to directly contact each one offirst drive clutch sheave 208 of drive clutch 202, second drive clutchsheave 210 of drive clutch 202, first driven clutch sheave 212 of drivenclutch 204, and second driven clutch sheave 214 of driven clutch 204. Assuch, each one of first drive clutch sheave 208 of drive clutch 202,second drive clutch sheave 210 of drive clutch 202, first driven clutchsheave 212 of driven clutch 204, and second driven clutch sheave 214 ofdriven clutch 204 receives non-recycled air from interior 522 of singleair supply conduit 520. Air is exhausted from interior 512 of housing502 through an air outlet opening 530 (see FIG. 22). The exhausted airis communicated to an air exhaust conduit 532.

As explained herein, housing 502 includes geometry to divide thenon-recycled air 525 entering into interior 512 into at least fourstreams of non-recycled air. In the illustrated embodiment, a firststream 540A which contacts second driven clutch sheave 214 of drivenclutch 204 (see FIG. 24), a second stream 540B which contacts seconddrive clutch sheave 210 of drive clutch 202 (see FIG. 25), a thirdstream 540C which contacts first driven clutch sheave 212 of drivenclutch 204 (see FIG. 24), and a fourth stream 540D which contacts firstdrive clutch sheave 208 of drive clutch 202 (see FIG. 25).

Referring to FIG. 30, a first air diverter 570 and a second air diverter572 are shown. First air diverter 570 and second air diverter 572 areboth positioned within housing 502 and are supported by at least one ofbase 504 and cover 506. First air diverter 570 and second air diverter572 divide non-recycled air 525 into first stream 540A, second stream540B, third stream 540C, and fourth stream 540D within interior 512 ofhousing 502.

Referring to FIGS. 28 and 29, first air diverter 570 includes apertures574 which receive corresponding protrusions 576 on the inside surface ofcover 506. First air diverter 570 may be secured to cover 506 with oneor more fasteners.

An air conduit is formed in a pocket 580 of cover 506 between an innerwall 582 of cover 506 and first air diverter 570. The air conduitterminates in an air opening 584 formed by pocket 580 and first airdiverter 570. Through air opening 584, third stream 540C passes tocontact first driven clutch sheave 212 of driven clutch 204. Another airconduit is formed between an upper surface 588 of first air diverter 570and an upper portion 590 of cover 506. The air conduit terminates in anair opening 592 formed by upper surface 588 of first air diverter 570and an upper portion 590 of cover 506. Through air opening 592, fourthstream 540D passes to contact first drive clutch sheave 208 of driveclutch 202.

Referring to FIG. 30, first air diverter 570 includes a valley portion596. Non-recycled air 525 travels over upper surface 588 and throughvalley portion 596 to each of second driven clutch sheave 214 of drivenclutch 204 and second drive clutch sheave 210 of drive clutch 202. Asshown in FIG. 30, first air diverter 570 includes a recess 598 whichreceives an edge 600 of second air diverter 572. The air flowing throughvalley portion 596 of first air diverter 570 travels over an uppersurface 604 of second air diverter 572. As shown in FIG. 26, the airtravels in a space between upper surface 604 and an upper portion 606 ofbase 504.

Referring to FIG. 27, second air diverter 572 is assembled to base 504to form air conduits for first stream 540A and second stream 540B.Second air diverter 572 may be secured to base 504 with fasteners. Anair conduit is formed in a pocket 610 of base 504 between an inner wall612 of base 504 and second air diverter 572. The air conduit terminatesin an air opening 620 (see FIG. 26) formed by pocket 610 and second airdiverter 572. Through air opening 620, first stream 540A passes tocontact second driven clutch sheave 214 of driven clutch 204. Anotherair conduit is formed between pocket 610 and second air diverter 572.The air conduit terminates in an air opening 630 formed by second airdiverter 572 and pocket 610 of base 504. Through air opening 630, secondstream 540B passes to contact second drive clutch sheave 210 of driveclutch 202.

Referring to FIG. 20A, in one embodiment, cover 506 includes a channel640, similar to channel 380 of continuously variable transmission 300,which feds recycled air from proximate drive clutch 202 around drivenclutch 204 and out through air outlet opening 530. Cover 506 may includea feature similar to air peeler 410 which assists in peeling air off ofdrive clutch 202 and into channel 640. This air is fed to atmospherethrough air exhaust conduit 532 from a positive pressure area arounddrive clutch 202. In one embodiment, channel 640 is an open channel likechannel 380. In one embodiment, channel 640 is a closed channel whereinplate or other component is coupled to cover 506 to guide the air arounddriven clutch 204 without interaction with driven clutch 204. In thisembodiment, an opening is provided in approximately region 641 (see FIG.20A) wherein the air is reintroduced into the area proximate drivenclutch 204 and fed to air exhaust conduit 532.

Referring to FIG. 20B, in one embodiment cover 506 includes a channel642, similar to channel 380 of continuously variable transmission 300,which feds recycled air from proximate drive clutch 202 to a centralportion of driven clutch 204. Cover 506 may include a feature similar toair peeler 410 which assists in peeling air off of drive clutch 202 andinto channel 642. This air is fed to a negative pressure area proximatethe inlet for driven clutch 204 from a positive pressure area arounddrive clutch 202.

The continuously variable transmissions 122, 200, 250, 300, and 500 maybe used on various types of vehicles 100. Referring to FIG. 31, oneexemplary vehicle, a side-by-side vehicle 700 is shown. Vehicle 700, asillustrated, includes a plurality of wheels 702 and associated tires 704which support a frame 706 through respective front suspension 708 andrear suspension 710. Vehicle 700 includes an operator seat area 712 anda passenger seat area 714. Further, an operator may steer the frontwheels 702 through steering wheel 716. Additional details regardingexemplary side-by-side vehicles are provided in U.S. patent applicationSer. No. 11/494,890 and U.S. patent application Ser. No. 11/494,891, thedisclosures of which are expressly incorporated by reference herein.

Referring to FIG. 32, an exemplary ATV 800 is shown. ATV 800 includesfront end 802, rear end 804, straddle-type seat 806, and handlebarassembly 808. Front end 802 and rear end 804 are separated by footwells810 on both lateral sides of ATV 800 and separated by seat 806. Frontend 802 is supported by front wheels 812 and tires 814 and frontsuspension 816. Front end 802 also includes front panel 818 which mayinclude a tool storage compartment. Handlebar assembly 808 is operablycoupled to front wheels 812 to allow an operator to steer ATV 800 whensupported by seat 806 and/or footwells 810. Rear end 804 is supported byrear wheels 820, tires 822 and a rear suspension (not shown). Rear end804 also includes rear panel 824 which may include a tool storagecompartment. Front panel 818 and rear panel 824 may also include anaccessory coupling system such as the one disclosed in U.S. Pat. No.7,055,454, the disclosure of which is expressly incorporated byreference herein. Additional details regarding exemplary ATV vehiclesare provided in U.S. patent application Ser. No. 12/069,511, U.S. patentapplication Ser. No. 12/069,515, U.S. patent application Ser. No.12/069,521, and U.S. patent application Ser. No. 12/272,377, thedisclosures of which are expressly incorporated by reference herein.

Referring to FIG. 33, another exemplary vehicle, a snowmobile 900, isshown. Snowmobile 900, as illustrated, includes a a pair of front skis902 and a rear suspension 904 which is operatively coupled to a powersource of snowmobile 900. snowmobile 900 further includes a handlebarassembly 910 operably coupled to skis 902 to allow an operator to steersnowmobile 900 when supported by a seat 906 and/or footwells 908.Additional details regarding exemplary snowmobiles are provided in U.S.Pat. Nos. 8,590,654 and 8,733,773, the disclosures of which areexpressly incorporated by reference herein.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

What is claimed is:
 1. A continuously variable transmission (“CVT”) fora vehicle, comprising: a drive clutch including a first drive clutchsheave and a second drive clutch sheave, the second drive clutch sheavebeing movable relative to the first drive clutch sheave; a driven clutchoperably coupled to the drive clutch and including a first driven clutchsheave and a second driven clutch sheave, the second driven clutchsheave being movable relative to the first driven clutch sheave; and ahousing generally surrounding the drive and driven clutches andincluding an inner cover and an outer cover, and the outer coverincludes a channel configured to direct air toward the drive clutch. 2.The CVT of claim 1, wherein the channel is configured to direct towardsthe second drive clutch sheave of the drive clutch at a position withinthe inner cover.
 3. The CVT of claim 2, wherein the inner cover includesa diverter member positioned adjacent the second drive clutch sheave ofthe drive clutch and configured to direct air from the channel towardthe second drive clutch sheave.
 4. The CVT of claim 1, wherein a firstair supply opening in the housing is positioned within an envelope of afirst side of the driven clutch perpendicular to a rotational axis ofthe driven clutch, a first air supply conduit being positioned toprovide non-recycled air through the first air supply opening in thehousing to contact a first side of the driven clutch.
 5. The CVT ofclaim 4, wherein the first air supply opening is positioned laterallyoutboard of the driven clutch.
 6. The CVT of claim 5, wherein therotational axis of the driven clutch extends through the first airsupply opening.
 7. The CVT of claim 6, wherein the first supply openingis centered around the rotational axis of the driven clutch.
 8. The CVTof claim 1, wherein the channel is positioned completely to a first sideof a plane passing through a drive clutch rotational axis of the driveclutch and a driven clutch rotational axis of the driven clutch.
 9. TheCVT of claim 1, wherein a first air supply opening in the housing ispositioned within an envelope of a first side of the driven clutch andin the outer cover and a second air supply opening in the housing is inthe inner cover.
 10. The CVT of claim 9, wherein the outer cover isremovably coupled to the inner cover.